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MOTOR VEHICLE Original Filed sept. 25. 1935 12 Sheets-Sheet 1 INVENTOR.

A. M. WOLF MOTOR VEHICLE Dec. 23, 1941.

Original Filed Sept. 25, 1935 l2 Sheets-Sheet 2 INVENTO %rmmvx bias Zz'n 5) fip Dec. 23, 1941. A. M. WOLF 2,267,066

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Dec. 23,1941. A. M. WOLF 2,267,066

' MOTOR VEHICLE Original Filed Sept. 25, 1935 12 Sheets-Sheet 4 INVENTOR.

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Dec. 23, 1941. A. M. WOLF I 2,267,066

MOTOR VEHICLE Original Filed Sept. 25, 1935 12 Speets-Sheet 5 'Dec. 23, 1941. A. M. WOLF MOTOR VEHICLE I2 Sheets-Sheet 6 ori inal Filed Sept. 25, 1,935

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Dec. 23, 1941. A. M. WOLF 2,267,066

MOTOR VEHICLE Original Filed Sept. 25, 1935 12 Sheets-Sheet 7 INVENTOR film Qua Dec. 23, 1941. A. M. WOLF ,0

MOTOR VEHICLE Original Fiied Sept. 25, 19:55 12 Sheets-Sheet a INVENTOR A. M. WOLF MOTOR VEHICLE Dec. 23, 1941.

Original Filed Sept. 25, 1935 12 Sheets-Sheet 9 INVENTOR I flkdxfl Dec. 23, 1941. A. M. WOLF 2,267,066

MOTOR VEHICLE Original Filed Sept. 25, 1935 12 Sheets-Sheet 1o- Dec. 23, 1941. A. M; WOLF 2,267,066

MOTOR VEHICLE Original Filed Sept. 25, 19:55 12 Sheets-Sheet 12 fiaa J6.

INVENTOR Patented Dec. 23, 1941 MOTOR VEHICLE Austin M. Wolf, Plainfield, N. J.

Original application September 25, 1935, Serial No. 41,958, now Patent No. 2,155,287, dated April 18, 1939. Divided and this application April 4, 1939, Serial No. 266,034

21 Claims.

This invention relates to motor vehicles, particularly buses and trucks. By meansof the construction that I propose it is possible to utilize every square inch of projected floor area for the purpose of carrying passengers in the case of the bus or the load in the case of the trucln My ing is proposed in which the engine is entirely supported by its bell-housing.

A further object of the invention is to provide for the interchangeability of engines and transmissions about a standard transfer case so that the power plant .or power plants can be varied invention here disclosed relates to power plants located at the extreme end of the vehicle, preferably the rear. The present application constitutes a division of my pending application for patent, Ser.'No. 41,958, filed Sept. 25, 1935, now Patent No, 2,155,287, April 18, 1939.

An important object of the invention resides in the utilization of a plurality of small size engines which are low in first cost, as well as the parts thereof, and are'cheaply maintained and serviced. The use of one large engine in present construction results in abnormally high fuel consumption when a light load is carried whereas With the use of a plurality of engines one alone can be used to propel the vehicle at light loads.

to meet the requirements of difierent operations or the size-of the vehicle, depending on the extent of the vehicle power requirements and op-- erating conditions The utilization of a standard transmission case mounting and clutch shaft permits interchangeability of transmissions. Interchangeability of engines is provided by standardized bell-housing mountings.

A further object of the invention is to provide for the necessary remote controls where the power plant is located at the opposite end of the vehicle from the operator. This includes the throttle control from the accelerator pedal, the

gear shifting control by mechanical means or fluid pressure and the necessary switches and electrical control for ignition and lights, incorporating therein the ability to cut out an engine and the proper actuation of the single clutchwhen operating on care of.

Small engines are not built to accommodate the large accessories that are provided on large engines particularly built for truck or bus service. I provide for the driving of the accessories which are not mounted on the engines themselves and where necessary provide an interlocking mechanism to insure their proper functioning.

A further object of the invention is to provide a method of mounting the entire power plant, including the engine or engines with the clutch o'r clutches and the transmission or transmissions so that the center of gravity of the assembly is directly over the supports under static conditions. Two mountings, preferably of the rubber type, are used for this purpose and a third point, also preferably of rubber, acts as a stabilizing support when the vehicle accelerates or decelerates at which time rotation of the power plant about the two supporting points spaced from the center of gravity is restricted to a desirable and cushone engine is properly taken ioned minimum. A new type of engine mount- 5 where a plurality are used. An interconnecting mechanism is also provided on the ignition control to prevent the operation of a transmission other than from its neutral position. Furthermore, the ignition control is interlocked so that it is impossible to start up one engine unless the gear shift control is in neutral.

A further object of the invention is the provision of an independent electrical system for each engine but with provision that the two separate batteries that are used can be thrown into parallel when one engine is shut down.

Still further-objects of the invention will appear as a description thereof proceeds, with reference to accompanying drawings in which:

Fig. 1 is a plan view showing the general disposition of the elements comprising the vehicle.

Fig. 2 is a side elevation thereof.

Fig. 2A is a horizontal section through a rear corner of the body of the vehicle showing a portion of the exhaust system.

Fig. 3 is an elevation of, the power plant, and driving axle and the correlated parts.

Fig. 3A shows the support for the power plant at the trunnion end of the engine.

Figs. 4, 5 and 6 are detailed views showing a portion of the power plant mounting.

Fig. 7 shows an optional engine mounting construction.

Fig. 8 is a sectional view of the transfer case showing the general disposition of the. gearing,

accessory drives,engine and. transmission mountings and a portion of the clutch operating mechanism. This view also illustrates my proposed cooling system and the provision for supplying hot water to heat the interior of the vehicle.

Figs. 26, 2'7 and 28 show various possible com- I binations of engines and transmissions, all of which are attached by standardized mountings to the central transfer case.

Fig. 29 shows a modified form of power plant in which each engine is provided with a trans:-

' mission ahead of the transfer case.

Figs. 30, 31 and 32 show an ignition and gear shifting control for same.

Figs. 33, 34 and 35 are wiring diagrams for the power plant incorporated in my invention.

Fig. 36 shows an electrical control for the battery and a pressure control for the fluid clutch actuating mechanism, and,

Figs. 37 and 38 show modified forms of power plants and their relationship in the vehicle.

Referring to Figs. 1 and 2 the vehicle illustrated is that of a bus in which the chassis frame and body frame are combined into the unita y structure. The main rail members I and 2 form a foundation for the body structure 8 by means of cross channels 5, 5, 1, 8, 8 and I8. There are other supporting members, not shown, to support the body, particularly the portion to the rear of cross member I8 in which a partial cantilever efiect is obtained for the overhanging portion of the body which is furthermore braced in position by that portion to the rear of door I5 by means of the vertical posts I5, the roof structure I! and the belt rail I8.

'A front door 25 is located ahead of the front wheel house 26 and the door I5 is shown ahead of the rear wheel house 21.

The main rails I and 2 are tied together by the front cross member 88 and the cross members 8I, 82, 83, 84 and 85. The front axle 48 is provided with the wheels 4I and 42. The driving axle is provided with the dual wheel 45 and 41.

Above cross members 8, I, 8 and 8 is located the flooring 58. At the forward end of sameis' located, the driver's seat, not shown, behind the steering wheel 5i. The steering gear mechanism within the housing 52 actuates the drag link 58 which is attached to the steering arm 54 on the front axle 48. The cross tie rod 55 connects the arms 58 and 51 to the front wheel spindles.

The forward end of flooring 58 is extended in the form of a ramp or toe-board 58 which acts as a support for the driver's feet and through which extend pedals GI and 52, these being the mounted on tube 58 and shaft 54 which are properly mounted on the frame structure. They actuate the control valves 55 and 55 through the The driving axle 45 takes the rear portion of I the body load by means of springs M and 82. Brackets 88 and 84 transfer the frame load to spring 8I and brackets 85 and 86 transfer the load to spring 82. Brackets. 88 and 85 take the eye ends of the rear springs, whereas brackets 84 and 85 are of the slipper type and take the open ends of the rear springs. It will be noted that the main rails I and 2 have a kick-up over the driving axle and sweep downward toward the rear terminating at the brackets 8| and 82, the latter forming the extension" of the main rails to act as a power plant support.

Rearwardly of door I5 the floor 58 continues in the ramp section 85 in order to provide riding clearance for the driving axle and continues to the rear of same in the horizontalfloor portion 85. The rear seat cushion 88 and the seat back 88 are located over the box I88 which houses the engine or engines. This box has a vertical wall Ill and the top wall I82. These walls together with the wall I88 hermetically seal the engine compartment from the interior of the vehicle, to prevent any ingress of fumes.

The power plant consists of the prime movers I85 and I85 which are united to the transfer case II8. To the latter is secured the transmission III. Power is conveyed therefrom to driving axle 45 by means of propeller shaft II5 with the slip type universal joint IIB adjacent the transmission and the universal joint II'I.ad;|acent the driving axle. The hand brake disc I28 is located on joint H5.

In axial alignment with the main shaft of transmission III is the cooling fan I25-whi ch directsa blast of air rearwardly through the core of the radiator I28. To the outer end of the crank shaft of each of the prime movers I85, I86 0. fan .544 is operatively connected for the purpose of creating a continuous circulation of air longitudinally over and around the respective prime movers.

The gasoline tank I88 is located amidships and is provided with the filler I8I which is connected to the tank by means of a flexible tubing I82.

The braking system is of the conventional compressed air type with the actuating 'diaphragms I85 and I85 on front axle 48 and diaphragms I81 and I88 on the driving axle 45. The compressor I48 is driven by the power plant and air stored in the reservoirs I. The piping between compressor I48 and the reservoirs I is not shown since it is well known'in the art as well as the piping from the reservoirs I to the control valve 55 from whence piping, not

' shown, conveys air to the diaphragms I85, I88,

brake and clutch pedals respectively. They are I81 and I88.

Referring to Fig. 3 it will be noted that the frame extension 82 forms one-half of a circular bracket, the other half being the cap I45. P18. 4 is a plan view of the rear end of rails I and 2 showing the extensions 8I and 82 with their caps I44 and I45 respectively. The bell-housings I58 intermediary rods 51 and 88. The control valves '75 and I5I of engines I85 and I88 are provided on 85 and 88 are shown mounted on cross member brackets I58 and I59, the plan view of which isclearly shown in Fig. 4. The bosses I61, I62, I63 and I64 of these brackets take the bosses I52, I53, I54 and I55 of bell-housings I50 and II respectively. Brackets I58 and I59 are welded to the cross .tube I60. The latter is supported by brackets 9I and 92 through the intermediary of rubber bushings I66.

Fig. 5 is a section on line 5-5 of Fig. 4 through bracket 92 and its cap I45. Between same and tube I60 are located the rubber walls I66. One such wall is shown in its natural or flat state in Fig. 6. As an example, should it be desired to press the wall to a final thickness of when cap I45 is drawn up tightly to bracket 92, the thickness of the rubber could be made slightly oversize such as 9%,". The extent of the oversize will depend upon the durometer reading of the rubber. In assembling tube I60 in the brackets 9| and 92 a wall of rubber I66 is placedin bracket 92 being curved to conform to the general shape of the bracket. Tube I60 is then laid inside of the rubber, a second wall I66 is laid over tube I60 and curved around the latter by pressing cap 345 as close to bracket 92 as is permissible. The cap screws I10 in Fig. 3 are then drawn up, compressing the rubber walls I66. The length or the wall I66 in Fig. 6 is less than the mean radius of the wall in Fig. 5 in order to allow overflow of the rubberunder compression. In the same manner the width of 'the rubber is slightly less than the width of either bracket III or 92 in an axial direction in relation to tube I60. In order to prevent the flow of rubber into the space between cap I45 and bracket 92 as the former is drawn up, the thin metallic shims I12 and I13 are inserted before compression process. They bridge the gap then existent and as the bracket parts are drawn together they prevent the flow of rubber radially outward.

The starting crank ends of engines I05 and I06 are provided with the customary trunnions I15 and I16 respectively. Brackets I18 and I19 encompass these trunnions and extend downwardly to form feet I80, as shown in Figs. 3A and 26. The feet rest upon the brackets I8I and I82 which are welded to tube I60 near its extremities. The distance from the center of the engine crankshaft to the face of brackets I8I and I82 is the same as the distance to the horizontal face of the lugs I52 and I53, I 54 and I55 of the bell-housings I50 and I5I respectively where they rest upon the brackets I58 and I59. manner it is possible to place the brackets I58, I59, I8I' and I82 on tube I60 and align their faces on a face-plate after which the welding operation ensues. This insures perfect align ment of the brackets and the proper aligned sup-- port of the engines through their outer supports .engines I05 and I06, the clutches and mechanism within the transfer case IIO, transmission III and all the power plant auxiliaries. In the case of the use of two engines, as shown in l,

since the engines are alike and their disposition symmetrical about the longitudinal center of the vehicle, their center of gravity would balance at the center on the crankshaft axis. This leaves the weight of the transmission I I I and universal joint I I6 as an overhanging static load in respect to the crankshaft center. Tube I60 is therefore located under the center gravity of the entire unit and provides a two point mounting of the entire power plant by nieans of brackets 9| and 92. When accelerating or decelerating the vehicle there will be a natural tendency of the center of gravity to rotate about the center of tube I60 and the frictional grip of the rubber mountings in brackets 9| and 92 would be insufficient to limit it. A third point in the suspension of the power plant but which is unloaded under static conditions is the bracket I90 shown in Fig. 3. This is located at the universal joint end of the transmission III and replaces the ordinary end cap adjustment of the transmission countershaft which is fairly closely located to the longitudinal center of the vehicle and the center line-of the transmission. Bracket I90 has an extension located between the frame cross member 35 and bracket I90. The former extends between bracket I90 and a washer under the head of bolt I93 which passes through blocks I9I and I92, bracket I90 and cross member 35. The desired resiliency of blocks I9I and I92 is obtained by the extent of their compression by bolt I93, which compression is made sufiicient to snub incipient rotational tendencies of the power plant when a rocking action is instituted. The power plant suspension system, while of a three point type, is essentially a two point mounting except when extraneous forces bring the third point into effect. Since all points are of rubber, upon distortion between the frame rails I and 2, between'which the cross member 35 is mounted, the rubber compensates for any misalignment as well as forming a noise insulating medium between the power plant and the frame base. Cross member 35 is bolted to main rails I and 2 so that itcan be removed when it is desirable.

to take out the transmission III and leave the remainder of the power plant in position.

In Figs. 1 and 3 it will be noted that the frame cross member I0 extends slightly below transmission I II in order to clear same whenit is removed. In extending outwardly from the centre it is curved upwardly to contact with the underside of rails I and 2, thereby tying them together in addition to' cross member 35. They extend seat box IOI is extended ,down to the level of the In this rails I and 2 in order to give structural stability 1 at this point. Angle irons 205 and 206 also brace the frame structure and are welded to the cross angle 201 in Fig. 3, which supports plate 91 which their bell-housings I50 and I5I as shown in Fig.

'7. It will be noted that the lugs I52 and I54 are secured to bracket 2I5 which in turn can be supported from the frarize structure in any desirable manner.

The horizontal section through the transfer case is shown in Fig. 8. The bell-housing I50 of engine I05 appears in the lower portion of the,

7 view. Bell-housing m of engine m, not shown,

- bet.

is symmetrically located at the other side of the longitudinal center line. Within the transfer case I I8 is located the gearing whereby the power output of the two engines is delivered to the transmission III which bolts against the flange 228 of the transfer case 8 being held thereto The corresponding gear 238 is also integral with the clutch shaft 23l. Referring to the latter unit, it will be seen that it is mounted in a large double row ball-bearing 232 which is located between a shoulder and gear 238 and the lock nut 232'. This bearing is nested in the carrier 234 ,and prevented from end movement by a shoulder within same and the clutch throw-out sleeve member 235. The end surface of the sleeve extension is providedwith a threaded section 236 'which will return through holes 238 any oil that might seep through and by the bearing 232. Only one oil hole 238 is shown, whereas three are actually used and they empty into the counterbore 239, thence the oil returns to the sump 24lin Fig. 3.

Vertical clutch throw-out shafts 244 and 245 are provided to actuate each clutch independently. Keyed to these shafts are the yokes 248 and 241 which terminate in the bosses 248 and 249 respectively. It is ofcourse understood that a similar arm extends above the shaft center as well as the arm shown below in Fig. 8. Within the bosses 248 and 249 are mounted a swiveling member 252, which is shown in the lower yoke in the view, the upper yoke receiving a like mem- The swiveling member 252 has a square portion 253 which abuts a lug 254 on the throwout cage 255. The lug 254 receives the necessary thrust to throw out the clutch when the yoke 248 is moved in a clockwise direction of rotation. The other clutch is thrown out in similar fashion when the yoke-2411s moved in a counterclockwise rotation. Within the case 255 is located the anticarrier 214. The carrier is guided within a cylindrical section of case H8 and proper meshing of gear 218 with gears 228 and 238 is obtainable by means of shims 218. Within the sleeve portion 288 which projects toward the cone center of the gear and also, within the web portion of the ear, there are machined the internal splines 28l which flt the eiitemal splines 282 of the clutch shaft 285 of transmission Ill. The shaft 285 is a' standard clutch shaft of a transmission used for unit power plant mounting in which case the splines 282 would receive the splined clutch driven hub. In my invention the design of the various parts is such that a standard transmisison is used without resorting to any special parts or machined fits. For ordinary unit power plant use the transmission HI is bolted to the clutch housing interposed between the transmission and the bell-housing of the engine. In this case the flange 228 of transfer case 8 is located and machined so as to take the transmission .I II and to position the splines 282 in.order that the power'transmitted to gear 218 can be transferred to the standard shaft 285 and thence into the transmission in the usual way. The end .cap 288 of transmission Ill retains the constant mesh gear bearing 281 in place and also centers the transmission clutch shaft by piloting within the machined flange 288 of the transfer case. The bolt holes that are normally in the end wall of the regular clutch housing are located in flange 228 so that the retention and.mounting of transmission III is the same as the normal incorporation of transmission III in the conventional .unit power plant. It will be apparent, that with the standard clutch shaft 285 in various capacity transmissions and with the standard mounting flange 228, various transmissions can be bolted to the case H8.

friction throw-out bearing 258. The outer race of this hearing normally clears flange 288 of the .tacts with the flange 288 and further movement of yoke 248 compresses the clutch spring 282. The operation of. the clutch conforms to standard practice.

The throw-out sleeve member 235 is bolted to the bearing carrier 234 by a' series of cap screws .one of which has a projection 284 which prevents drifting or rotation of the cage 255 by means of lug 285 on the latter encompassing the projection 284.

The gear 228, its bearing, carrier, and the clutch sleeve form a unit which is assembled before inserting into the transfer case 8. Proper positioning of this unit is made possible by means of a laminated shim or a series of shims 281. It will be apparent that the outside diameter of the centralizing-cylindrical portion of carrier 234 in case 8 is slightly larger than the maximum diameter of gear 228 in order to permit of assembly or disassembly of the entire unit.

Gears 228 and 238 mesh with the gear 218 which has a sleeve extension 211 which is in turn supported by the antifriction bearings 212 and 213. The latter are mounted within the Various engines can also be bolted to the bellhousings I58 and lil if they are kept to standard dimensions. The customary clutch housing flange in the ordinary unit power plant has its counterpart in the flange 298 of case H8;

The clutch shaft 285 is provided at the left extremity with the extension or pilot 294 which in the conventional unit power plant is piloted in the clutch throw-out bearing within the engine flywheel. The shaft 285 is thus centered by the pilot 294 and the bearing 281 in the transmission case. In order to maintain shaft 285 in its proper centralized position and not de: pend upon the fit of splines 18! and I82 for this purpose, since there is a clearance fit between them, the centering member 295 is pressed on the hub 288 and its internally ground hole flts on the outside diameter of splines 282. The seat for the centering member 295 is machined on hub 288 at the same time that the faces on sleeve 21! are machined for the bearings 212 and 213, thereby establishing concentricity of all these members as well as the gear itself. Whereas splines 28! and 282 have a sliding flt, it would bepossible to make thema permanent flt, but this would prevent ready insertion of shaft 285 or its removal with the transmission ill when the latter is taken out in servicing. Furthermore, more precise concentric relationship can be obtained by the method shown than by counting upon the proper splined flt.

A further advantage is taken of the splines 282 by designing the various parts so that they will project beyond the centralizing member 285 as shown. This is furthermore necessary since the hub 288 cannot extend any more to the left than is permissible in the machining of the teeth of the gear in order that the hub 280 remain within the base cone angle in order to provide clearance of the gear generating machinery. The projecting portions of splines 282 mate with the internal splined portion of hub 298 which is mounted on the fan drive shaft 299. The right end of the latter is machined out to accurately fit over the pilot 294. This fit assures running concentricity of the right end of shaft 299. The left end thereof is supported in the anti-friction bearing 300 which is housed within the transfer case cover 301. The lock nut 302 holds bearing 300 against a shoulder on shaft 299. The seal 303 within the end cap 304 prevents leakage of lubricant from the transfer case 110. Fan 125 is mounted on shaft 299 through the intermediary of the hub 306.

It will be apparent that in assembling the gearing, the gear 210, its bearings 212 and 213, the carrier 214, shims 218 and the centering member 295 are inserted through the opening provided by the cover 301 and set into place. Thereafter the gear units 228 and 230 are inserted from their respective'ends of the transfer case.

In order to provide ample cooling within the clutch housing and thereby dissipate the accumulated heat obtained and stored in the members from the slipping of the clutch plates against the clutch friction surface, I provide an extending tube 308 which is fixed in the base 309 of the transfer case and thus communicates with the interior of the clutch compartment. Tube 308 extends to the left in close proximity to fan 125. The latter blows air 'to the left through the radiator core and thereby exerts a suction on tube 308. A screened opening 310 is provided in transfer case H0 or any other desirable part wherein the clutch and flywheel are housed permitting ingress of outside cool air. In order to provide a drive for an air compressor a sprocket 312 is piloted into an internal hole in the right end of sleeve 211. The pin 313, same being one of several used, transmits the necessary driving torque from sleeve 211 to sprocket 312. The locking nut 314 for hearing 213 encompasses pin 313 when the former is in its proper position. To remove sprocket 312, the locking nut 314 is screwed to the right whereby pin 313 is accessible for driving through to the interior of sleeve 211 when the transmission-and its clutch shaft 285 have been withdrawn from the interior of sleeve 211. It will be seen that sprocket 312 becomes an additional element in the unit taking in the gear 210, its bearings, carrier and centering device. 4

The interior of the gear compartment of transfer case 110 is filled with oil so thatthe bevel gears dip therein, as indicated in Fig. 3. The passageway 316 in Fig.3 permits the oil in the sump 241 to communicate with chamber 311 of the transfer case 110 providing lubricant for the air compressor driving mechanism, including sprockets and chain.

The use of multiple engines requires positive synchronization of the clutches when they engage. While it is theoretically possible to make a manual adjustment, same cannot last since any unequal wear in the clutch facings of one clutch as against the other, will immediately throw the clutches out of step. In my invention I have provided a means to accurately synchronize clutch engagement regardless of manual adjustment or the condition of the clutches themselves or the friction in their operating mechanism.-

The method pursued is to throw out the clutches at the same instant so that their following engagement must necessarily be simultaneous. While I show clutch actuation by means of fluid pressure, it is also evident that the same principle can beused by the use-of mechanical means. In Fig. 1 the brake pedal 61 controls the valve 65. The pipe previously mentioned that conveys compressed air from the reservoir 141 to the brake valve 65 also conveys air -to clutch control valve 66, which is actuated by pedal 62. Piping runs from this valve to the clutch actuating cylinder 320 which is mounted on top of transfer case and adjacent compressor 140.. Referring to Figs.

9 and 10 it will be noted that a piston 321 is lowhich bears against piston 321 at its right endand the end cap 323 on the left. When air is admitted from the valve 66 to the actuating cylinder 320 it enters through the opening 324 and moves piston 321 toward the left, compressing spring 322, while the piston rod 325 moves with it. To the hollow left end of piston rod 325 is secured the shoe 330 and the stem 331. The latter is provided with a shoulder 332 against which abuts the spring 333 which bears against the block 334. This block has a sliding fit on the left end of stem 331 and is prevented from moving beyond the position shown under spring pressure by abutting cap screw head 335. Relative movement of block 334 to the right in relation to stem 331 is permissible by compression .of spring 333. The equalizer 338 has a rectangular hub extension 339 which is pivotally mounted on block 334 by means of pins 341 and 342. These pins are anchored in block 334 and terminate as shown in Fig. 10, so as to clear stem 331. The exterior of block 334 is rectangular in cross section but the topand bottom surfaces as shown in Fig. 9 are inclined, the purpose of which will be shortly described.

Equalizer 338 is provided with hardened buttons 345 and 346 which contact during clutch actuationwith the rounded ends of set screws 341 and 348. These screws are adjustable and are provided with lock nuts in the customary manner. The former is mounted on the offset lever 351 having the hub 352 which is keyed to the clutch throw-out shaft 244. The screw 348 is mounted in the lever 355 having hub 356 and from which extends lever arm 351, thus forming the bell crank 355351. The hub 356 is provided with the bushing 358 so that it may freely rotate about throw-out shaft 244. A lever 360, in Fig. 10 is keyed to the left throw-out shaft 245 and an adjustable rod 362 with the necessary yoke ends, one being fixed and the other adjustable, connects it with lever 351. It will therefore be seen that the clutch throwout shafts 244 and 245 will be actuated when piston 325 and the equalizer 338 move to the left in Fig. 9. The first movement of piston 325 results firstin the take-up of any clearance between button 345 and screw- 341 and between button 343 and 'screw 348. Further movement to the left, 'due to the pivotal relationship of equalizer 330 on block 334 results in the taking up of the clearance between the.

outer race of the clutch throw-out bearing 256 and the clutch sleeve 260 in Fig. 8. During this movement, equalizer 338 clears the inside curved surface of shoe 330 due to the pressure of spring 333. The latter is sufiiciently strong to overcome any frictional resistance of pivots, shafts and levers up to the point of attempting to actuate terminating in their frictional contact.

' right.

6. the clutch sleeve 268. It will be seen that up to this point the action is completely equalized and that both throw-out bearings come in contact with the clutch throw-out sleeves and are ready equalizer shoe 338 advance to take up the clearance between the latter and equalizer 338, ti ililis e curved surface of equalizer 338 insures intimate contact between them. The reason that equalizer 338 is retarded in its movement is due to the fact that clutch spring 262 of each clutch causes sufiicient resistance to make spring 333 compress.

This is readily understood when it is mentioned that clutch spring 262 has an approximate pressure of 400 lbs. The compression of the clutch springs 262 is brought about after contact be,- tween shoe 338 and equalizer 338, at which time further movement of piston rod 325 to the left causes immediate and equal movement of the clutch sleeves 268. With the frictional contact between shoe 338 and equalizer 338, these two units now act as a solid mass and the equalizing action is cut out. This compels the two clutches to begin their release movement simultaneously after an equalizing adjustment has been made. Since the clutch sleeves 268 are moving in unison up to the full disengagement of the clutch, they will also move simultaneously and in exact synchronism when air is released from cylinder 328 and piston 32| and its piston rod 325 move to the The rigid relationship exists up to the time that the outer races of release bearings 256 are ready to depart from the faces of sleeves 268. Further movement of piston rod 325 to the right permits the shoe 338 to separate from equalizer 338 under the influence of spring 333. The entire assembly will thus assume the position shown in Fig. 9 where it is ready for a further release action. In order to prevent excessive movement of piston 32I so that throw-out bearing 256 be not unduly loaded, a stop screw 365 is located in the stirrup 366 surrounding the equalizer mechanism and attached to cylinder cap 323 by means of feet 366 and 361. In order to prevent rotational movement of the unit, since there is no restraining influence on piston 32I, pin 3 of the equalizer hub 339 extends in a slot in stirrup 366. The rotational movement of the shoe 338 is prevented by means of fingers 318 and 3" which act as a side guide on the end of the curved rim of equalizer 338. In this way the entire mechanism is kept in proper alignment.

It is essential that with multiple engines the clutches engage simultaneously. In the above mentioned mechanism it will be noted that regardlessof variation and friction of the operating mechanism, the moment of movement of the clutch sleeves 268 is absolutely synchronized. Since the clutches disengage at the same instant and at which time the entire mechanism is locked solid, the clutches must engage simultaneously during the reverse movement of the mechanism. It will be noted that before such disengagement the equalizing mechanism takes feel of the two distinct clutch throwout mech-- anisms and at the proper time the mechanism is locked solid. In this way every clutch actuation amounts to an individual and distinct adjustment prior to the operation. This is entirely apart from a predetermined mechanism set-up which cannot sense any unusual variations following the intial adjustment. The only possible variation in clutch synchronization taking in both disengagement and engagement would be with a variation in the pressure in the individual clutch springs 262. These springs are manufactured to very close limits and if necessary can be selected so that the variation between them is nil, thus assuring positive synchronization of clutch action.

It was noted in reference to Figs. 3 and 8 that the air compressor was driven from sprocket 3I2 attached to the driven gear sleeve 2". Since this drive occurs between the clutch or clutches and the transmission mechanism, operation of the compressor during the moment of disengaging the clutch or clutches would cause retardation of this immediate mechanism due to the resistance of the compressor. Suchslowing up would cause improper gear shifting and in order to overcome such an occurrence a bell crank 318 is pivoted on fulcrum 315, contacting at one end with the shoe 338 and at the opposite end withthe stem 311 of compressor I88. The lower end of the latter just clears the inlet valve 318, same being shown as of the spring or disc type. In order to prevent the compressor I48 from operating during clutch actuation, movement of piston 32I to the left will cause depression of stem 311 and thus hold open valve 318 preventing the compressor from functioning but merely idling over under atmospheric pressure with the inertia or flywheel effect of its parts and drive as well as that of fan I25 and its drive. Stem 311 can be made tofunction with'the usual compressor unloader mechanism. If so desired, a set screw can be located at the end of depending arm of bell crank 314 to contact with shoe 338. It is to be noted that the latter moves in conjunction with piston 32I for each clutch actuation. While I have shown a fluid operating mechanism to actuate the rod 325, it will be readily understood that same can be mechanically actuated from the clutch pedal 62 in Fig. 1, if so desired.

The last described feature of the present disclosure constitutes a part of the claimed subject matter of my issued patent, above identified.

The clutch mechanism housed in each flywheel is of typical construction, but in order to fully explain the ability of the clutch mechanism to continue throughout the life of the clutch facings regardless of their relative wear, a description of the clutch will be given, reference being had to Fig. 11. The flywheel 388 takes the outer clutch rim 3 8I which in turn supports the inner member 225. The inner end of the clutch sleeve 26I is provided with the guide 382 and which encompasses the clutch throw-out elevers 383. These consist of a multiplicity of radial plates, forming in their entirety a complete circle. These plates are restrained from outward movement due to centrifugal force by the flange 385 and housing member "I. The fulcrum for the levers 383 is provided by the angular ridge 386.0n the inner member 225. The clutch driving plate 381 contacts with levers 383 through the circular ridge 388. It will be seen that when sleeve 26l is moved to the left against the pressure of spring 262 by means of the throw-out 398 is now free between the friction wheel 388 of the driving plate 381.

driving plate an of pressure. The clutch disc faces of fly- 229 is piloted in the fiywheel by bearing 39| and takes the clutch hub 392 from its splined portion.

Drive is transmitted thereto through the intermediary of the clutch damper mechanism 393.

This entire mechanism is naturally duplicated in right hand clutch by the corresponding parts 382' and 383',386' and 388'. It is possible in running on one engine alone that a greater amount of wear will occur on the friction lining of the clutch being used than when utilizing both engines. Such unequal wear will have no effect in the system that I propose. Let us assume that clutch plate 383' is moved to the dotted position shown due to wear on the clutch facings. In order to compare the relative angular positions of Clutch shaft 7 out the clutches which causes clockwise rotation on lever 398 and counterclockwise rotation on lever 399. With the clutches so set, the rod 482 is swung to the left and wing nut 48! run up on the rod until itsspherical end seats in the spherical cavity of lever 399, The left clutch is then held in the disengaged position by yoke 24'! of Fig. 8 and gear 238 will rotate idly aswill the clutch disc in driving connection with the end the clutch levers, let us transpose its position to the left side of Fig. 12, thus making theline ABC, B being the fulcrum point. We will assume that the left clutch is not worn to the same extent, lever 383 forming the line DBE. With the construction of the ridges 386 and 388, together with the guide 382, it will be seen that points A and D lie on line FF and points E and C lie on the parallel line GG. The third parallel line H is .drawn through point B. It is a geometrical fact that if two lines such as ABC and DBE intercept at B on line HH and pass through two other parallel lines, FF and GG, that for a given movement of point E there will result a certain movement of point D. For an equal movement of point C, in spite of its difference in angularity between ABC and DBE, the movement of point A will be equal to that of point D. Furthermore. regardless Of the inclination of the lever 383, the ratio of its lengths between the parallel lines FF and HH and between HH and GG will always be constant. In this way, regardless of clutch wear on either side, the clutches will always act in synchronism due to the constant inherent leverage of the clutch levers 383 and also that for the same movement of clutch sleeves 26| imparted by the equalizer 338 in Fig. 9, the release or actuation of the clutch plates 38'! will always ibe the same. With this fixed geometrical relationship there can be no alteration in the synchronous movements of both clutches. During light loads, such as in the middle of the day, as compared to rush hours in the morning and at night,v

the desirability of using one engine results in considerable fuel and oil saving, due to the greater loading of the one engine used as compared to the partial throttle opening of one large engine which is then at its most disadvantageous fuel consumption period on the consumption curve. I propose to latch out either one of the two engines and a means of sodoing is accomplished in Fig. 13. It will .be noted that the clutch throw-out shafts, .244 and 245 extend through the bottom of the transfer case H8 as indicated in Fig. 3 and showndiagrammatically in Fig. 13. To the shafts are aflixed the levers 398 and 399 having a forked end and a spherical depression into which can be fitted a spherical base of wing nut 40I on the rod 402 which is pivoted below the transfer case on fulcrum 483. The

left clutch is diagrammatically shown latched out. This operation is performed by throwing thereof. The clutch plate having been released and being held, there is no frictional engagement of the clutch. Similar operation can be made upon the right clutch by means of holding lever 398 in a disengaged position. This feature also is claimed in my issued Patent 2,155,287.

. When one of the clutches is latched out, the

equalizing mechanism will be affected unless special provisions are taken care of so that the actuation of the'working clutch will be normal. This can be. accomplished by locking equalizer 338 in Fig. 9 when one of the clutches is latched out. In order to avoid the use of extra parts, the construction shown has been evolved to .automatically take care of such a situation. It will be noted that block 334 :has a tapered top and bottom surface. equalizer 338 is rectangular 'in shape and its height is slightly greater than the greatest vertical thickness of block 334 so that the rocking of equalizer 338 about pins 3 and 342 be unimpeded. For the purpose of explanation, let it be considered that lever has been moved to I the left in Fig. 9 through the locking'out of and to all intent is a solid unit in the entire assembly. Lever 355 and clutch shaft 245 are now actuated upon further movement of piston 32L The operation in .the case of the latching out of the other engine would follow in similar fashion as explained above excepting that equalizer 338 would be given a slight rotation in a clockwise direction when button '345 first contacts with screw 341,-screw 348 being out of operating position at thistime- The frictional contact established between equalizer 338 and shoe 338 will depend upon the area and the materials of the contacting surfaces. Naturally, they are'made sufficient to prevent rotation of equalizer 338 when the clutches are being actuated, in disengagement or engagement. The'forces of the clutch springs 262 and the leverage involved from either clutch throwout shaft -(both being preferably alike) to the pivotal axis of pins 3 and 342 and including the radius of the frictional contacting surfaces on 330 and 338,-'areall taken into accpunt'so that the frictional grip of the relating members will not be impaired. Itis desirable to use 'relai tively softmetallic surfaces such as bronze for shoe 338 and an aluminum alloy for equalizer 338. It will be readily seen that other variationsare possible in the utilization of soft metal such as lead with another metal. It is even possible to line oneiof the curved surfaces with a material similar to brake lining or one possessing resiliency such as a rubber compound. Further- The hole in the hub 339 of more, it is possible to'change the physical surface of shoe 330 and equalizer 333 by means of rough machining or by the machining of small serrations in each surface which will interlock with each other upon contact.

The rod 402 has linked to it the rods 405 and 406 which are attached to the arms 401 and 4060f switches 409 and respectively. These switches are of the rotary type and the wires running to their binding posts put them'in series with the primary circuit of the ignition system.

When the rod 402 is in the middle position at which time both clutches are engaged-and both engines running, the primary circuit of the ignition system for each engine is completed. When rod 402 has been swung to the left as indicated diagrammatically, switch 0 breaks the contact in the primary circuit for the engine on that side of the vehicle, while switch 409 maintains the circuit intact for the right engine. Conversely, if rod 402 is swung to the right in the position for latching out clutch shaft 244, switch 409 breaks the contact in the primary circuit for the right engine and maintains it in switch 0 for the left engine. Link 2 extends to the left from rod '406 and is secured to the lever 4I3 of the air valve 4. In the neutral position shown, air entering pipe 5 passes through the within a bracket 435.- These bars are connected with the shifter rods 444, 445 and 446 through the intermediary of rods 443, and 449 and 450.-

In this way the fore and aft motion of tube 422 is imparted to either one of the bars I, 442 or ed in a control mechanism extending up over the barrel of valve 4 without restriction and enters pipe Hi to be conveyed to the clutch control cylinder 320. When rod 402 is swung either to the right or leftto cut out an engine, the barrel of valve .4 is rotated axially and therefore its through passage restricts the flow through the inlet and outlet ports of valve 4I4 cuttin down the effective area of the valve capacity. This throttling effect will then reduce the pressure in cylinder 320 'for clutch actuation when only one engine is running. The clutch spring pressure in the neighborhood of 400 lbs., has only to be overcome when one engine is used, as compared to 800 lbs. when both engines are in action. v

Figs. 14 and 15 represent the control-mechanism for gear shifting and applying the service brake. The gear shifting lever 420 is pivoted to the extension 42I on tube 422, which permits pivoting thereabout in .a substantially vertical plane. Lever 420 can also be axially rotated as shrown in Fig. 16 so as to assume one of three driving axle at a point sufliciently above to clear it in its topmost position. The control of the service brake disc I20, with inverted brake shoe support, Figs. 3 and 14, is accomplished by pull cables 454 and 455 which are guided within the conduits 456 and 451 to hold them clear of the driving axle. At their forward ends the cables are connected to the equalizer bar 459. A rod 450 connects the equalizer 459 with the custom-, ary hand lever 46 I. The ratchet retaining mechanism for same is not shown.

Referring to Figs. 15 and 16, it will be noted that the lever 420 is provided with the customary reverse latch 423 which must be raised in order to enter the reverse slot of the conven tional control. Latch 423 is connected by a rod, not shown, to lock 429 which'restricts the oscillation of lever 429 in the neutral position to the selection of either of the two forward speed control bars 442 and 443, assuming that a four speed and one reverse transmission is used. In order to 'pick up the reverse bar 44I, lever 420 must be moved in a counterclockwise direction as seen in Fig. 16. However, the lock 429 prevents this movement unless it is raised in order to clear the upwardly .extending portions of plates. 425 and 426. By raising latch 423, the

L and assuming that the selector rods 444, 445 and positions. The lower end of lever 420 is provided with a ball end 424 and which is confined be--- tween the plates 425 and 426 These plates are united on each end by blocks 421 and 428 which frame cross member with a soft rubber bushing between the bearing bushing 432 and the bracket 434. Located forward of the driving axle, and Y in order to run the control up and'over same, a selector box 435 is provided as shown in Figs. 14 and 1'1. On the rear' end of tube 422 is located and attached thereto a vertical lever 433. Transverse rocking of gear shift lever 420 causes a transverse rocking of lever 438 and this move-' ment is indicated in Fig. 17. This rocking motion causes the upper'end of lever 435 to engage with one of the three shifting bars 4, 442 or 446 are retained in their same relative positions, the movement of these selector rods must be in the opposite direction to the conventional location. This opposite movement is compensated for due to the fact that lever 420 has its fulcrum in shifting at ball end 424 which is below the tube 422, whereby-the latter is imparted an opposite direction of travel from the customary selector bars which are below the fulcrum of the shift lever in the conventional control mast. Furthermore, with the turning around of transmission III from conventional practice, the selector rods 444 and 446 are on the opposite sides. This again is compensated for in my construction du to the fact that lever 438 at the end of tube 422 moves in unison withthe portion of lever 420 above the extension 42I. In'this way lever 436 selects the proper selector bar as the action is again reversed from the conventional,

.since in the latter case the selector bars are picked up below the shift lever fulcrum in the control mast. Ball end 424 has a slight up and down movement since the pivot of lever 420 is restrained to move on the axis of tube 422.

The accelerator control mechanism is shown in Figs. 18, 19 and 20;.Fig. 18 being a plan view, Fig. 19 being an elevation and Fig. 20 an end view. The engines I05 and I06 are provided with carburetors 465 and 466. A rugged cross shaft 453 is provided with levers 469 and 410 and actuate therods 4'" and 412 running to the throttles of carburetors 405 and 466. respectively. Shaft 453 443 which are slidably mounted and housed 7 is held against an adjustable stop by a tension 

